Automatic derailment brake attachment



I 1. M. scon. AUTOMATIC DERAILMENT BRAKE ATTACHMENT.

APPLICATION FILED JULYIZ, I92I. 1,412,141.

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Patented Apr. 11,1922,

J. M. SCOTT. AUTOMATIC DEBAILMENT BRAKE ATTACHMENT.

APPLICATION men JULY 12. 1921.

55 1 eral figures.

an object of the invention is to provide a JAYM'ILLER scorn or WINNIPEG, MANITOBA, "cnivemifi AUTOMATIC DERAILMENT BRAKE ATT CHM N To all whom it may concern:

'Be it known that I, JAY MILLER Soon, a subject of the King ofGreat Britain,-and a resident of the city of \Vinnipeg, in the province of Manitoba, Canada,have invented, certain new and useful Improvements in Automatic Derailment Brake Attachments, of which the following is the specification.

The invention relates to improvements in automatic derailment brake attachments and safety attachment for train coaches or cars, which upon the car or coach becoming derailed or parts of the trucks breaking or burning out, will automatically operate to Y set the air brakes and thereby bring the train to a stopand avoid damaging accidents.

7 A further object is to construct the appliance so that it can be easily and quickly attached to standard types of cars and coaches and which is arranged so that it is entirely positive and reliable in its action. v

A still further object of the invention is to construct the appliance so that it will accommodate existing curvatures of the track Without affecting the air brake system and a still further object is to arrange the appliance in a simple durable and comparatively inexpensive mannen.

l/Vith the above more important objects in view the invention consists essentially in the arrangement and construction of parts hereinafter more particularly described and later pointed out in the appended claims, reference being had to theuaccompanying drawings in which Fig. 1 is a side view of part of a passenger coach showing my invention attached thereto. i

Fig. 2 is a plan view of the working parts of the invention as they appear associated with the train equipment, the coachbody,

being removed. r

Fig. 3- is a sectional view at '33 'F1g. j1 through :the carbody and looking towards the attachment whichis shown in front elevation.- V

Fig. 4 is a longitudinal sectional view through theparts at 4 1' Fig. 2.

Fig. 5 isan enlarged detailed side view of the valve and valve lever.

' Fig. 6 is a vertical sectional vlew through the valve. p e r v In the drawings like characters of reference indicate correspondingparts in the sev- Applieation filed July 12, 1921. Serial No. 484,251.

' scribed.

Specification of LettersPatent; Pate nfiedfl A p'r 11, 1922 I The passenger coach l is carried in the usual -manner by trucks, one of which is indicated at2, the'truck presenting the customary car wheels 3, the journal boxes 4 and the wheelsbeing mounted in the ordinary mannerbetween the pedestal legsf5jjand 6 of the pedestal 7. Thearch bars 8 are of- I the usual ,formand the truck is centrally pivoted to the car body in the usual man.

ner to accommodate the existingcurves of present time passenger coaches and freight cars are for the greater part' equipped with air brake systems which, upon the air pres-e sure being reduced in the'train' brake pipe, operate to apply the brakes andstop the car. I

I have not considered itnecessary' to enter intoa detailed description of the air brake equipment, only showing those parts which are more immediately associated with my invention. These latter parts are as follows V i i sof The train brake pipe 11, the triple valve 2 i 12, the air reservoir 13, the cylinder '14, the

lever 17 and the brake rods 18 and 19and 20.

push rod 15, the cylinder 1'6,'.the-, floating i The pipe line passes from coach to coach j throughout the length of the train and the, triple valve is connected bya pipe 20to'th'e train br'akepipe anddthe;arrangement is suchlthat a reduction ofpr'essure of'the air in the train brake pipe acts to actuate the vpushrod and by so doing effect a movement in the. brake rods 18 and 19whichwill apply the brakes (not, shown) to the wheels;

Inequipping' a coach having theh foregoing equipment or similar equipment with my invention I provide the parts now neg To the .truck I: amen a longitudin ally extending centrally positioned jointedjcon trolling-arm 21 whichf forms the operating connection between the ftruck and the. re- 7 lease or safety valve associated with-the train pipe line, 1 p I f The controlling arin. compr1s' es in the pres ent instance three sections, a stationary section 23 permanently secured in any suitable manner to the truck frame, an intermediate vertically swingable section 24 pivotally attached by a horizontal pivot pin 25 to the extending end of the stationary section and a'laterally or horizontally swingable end section 26 pivotally secured-by a vertical pivot pin 27 to the end of the intermediate section.

Here it will be observed that one end 0 the intermediate section is cut at an angle and underlies the overhanging angularly cut end 23 of the stationary section, such arrangement preventing the right hand end ofthe intermediate section from, swinging down below the horizontal position but permittingit to swing freely upwardly.

The extending or free end of the section 26 is utilized to operate the safety valve22 and to this end is provided withan extending pin 28 which is received within a vertically disposed slot 29 provided in the valve lever 30 associated with the valve 22. The valve 22 is connected'by the pipe 31 to the pipe 20 so that it is in direct communication with the train pipe line.

Theval've opening 32 is such that when the lever is in say the closed position the pipe 31 is closedto atmosphere. This closed position ofthe' valve and lever is shown in the drawings and obviously if the valve lever be swung upwardly the valve opening 32 will connect the pipe 31 with the duct 33 and thereby reduce the air pressure in the pipe line and consequently operate the brakes. A spring rod 34 is connected at one end to the inner end of the stationary section 28 of the controlling arm and at the other end pivotally to the intermediate section 2d of the arm. this spring rod having a natural tendency to pull down the'right hand end of the central arm section so that it normally remains in the horizontal position. i

The section 26 of the arm passes directly over a stationary horizontally disposed transversely extending bracket 35 having the ends secured to the car body and the bracket is arranged so that the arm section 26 ridesthe bracket in its normal horizontal position. Here it will be observed that the arm 21- normally extends horizontally, riding the bracket, and with the pin approximately midway in the'slot 29 and'the valve closed.

In order to fully understand the attachme'nt I will now describe its operation, considering the release valve normally closed and the parts in the position as shown in the drawings.

The swinging of the truck in making track curves is accommodated by the vertical pin 2? which permits the beam to swing laterally without withdrawing the pin from the slot 29 and without actuating the valve in any way. The slight up and down'movement of it, the beam, will accordingly have to break joint at the pivot pin 25. The intensified movement of the pin 28 so produced will carry the pin initially tothe upper end of the slot and then the pin will turn the lever upwardly to open the valve, reduce the pressure of the air in the train pipe and set the ipes.

Should the left hand end wheels of the truck leave the rails, this will affect the turning of the valve lever and the setting of the brakes as the beam simply swings bodily upwardly. Should a journal burn out or an arch bar break the wheel axle 36 will remain in the same position as the wheels are riding the track but the truck and car body will lower and the relative movement so produced, will cause the spring rod 34 to strike the axle which will effect an Lip-swinging movement in the right hand end of the spring rod and the consequent rip-swinging of the extending end of the controlling arm and the setting of the brakes through the valve.

From the above it will be apparent that I have provided an extremely simple yet effective, attachmentfor automatically setting the brakes should anirregularity occur and that the device acts under all irregular conditions in normal practice.

lVhilst I have shown'the device as associated with one truck,- still it will be understood that the attachment will be supplied on all. trucks and will operate in the event of any truck leaving the track or other irregularities occurring as herein before described.

l Vhilst Iha've entered into adetailed descr'iption of thevarious parts it will be read ily understood that these couldbe modified without in the leastdeparting from the spirit of the'invention asset forth in the appended claims.

WVhat I claim as my invention is 1. The combination with a car truck and the air brake pipe thereof,'of a release valve connected to'the' brake pipe and a jointed sectional arm having one end permanently secured to the truck, an intermediate vertically swingable section pivotally secured to the former section and a laterally swingable section pivot'ally secured to the intermediate section and the extending end oft-he laterally swingable section engaging the valve.

' 2. The combination with a car truck and the air brake pipe thereof, of a release'valve attached to the brake pipe and provided with an extending forked lever and a controlling'arm attached to the truck and ex-- tending towards the lever,said arm comprising a stationary section permanently secured to the truck, an intermediate section pivotally. attached to the latter section for vertical swinging movement and limited in its. downward swing and a laterally swingable end section pivotally attached to the intermediate section and having the free end thereof provided with an extending pin entered between the forks of the lever.

3. The combination with a cartruck and the air brake pipe thereof, of areleasevalve connected to the brake pipe and provided with a valve operating controlling lever.

presenting vertically disposed downwardly extending forks and a controlling arm carried by the truck and extending to the valve lever and comprising a stationary section secured permanently to the truck, a vertically swingable intermediate section pivotally attachedto the latter section and havby the truck and extending to the valve lever and comprising a stationary section secured permanently to the truck, a vertically swinging intermediate section pivothaving a limited downward swing and a laterally swingable end section pivotally attached to the intermediate section and having the free end thereof provided with" a pin entered between the forks of the valve" lever and a horizontally disposed stationary transversely extending bracket passing. beneath and normally engaging the laterally swingable end section of the arm.

5. The combination with a car truck and the air brake pipe thereof, of a release 'valve connected to the brake pipe and provided with a valve operating controlling lever presenting vertically disposed downwardly extendingforks, a controlling arm carried by the truck and extending to the valve lever and comprising a stationary section.

ally attached to the latter section and secured permanently to the truck, a vertically swingable intermediate section pivotally attached to the latterv section and havinga' limited downward swing and a laterally-swingable end section pivotally attached to the intermediate section and having the free end thereof provided with a pin entered between the forks of the valve lever,

a horizontally disposed stationary trans versely extending bracket passing beneath and normally engaging thelaterally swingable end section of the arm and a spring rod attached to the intermediate section and the stationary section of the beam and overlying the adjacent wheel, axle.

Signed at Winnipeg, this 26th day of May, 1921.

JAY MILLER SCOTT. In the presence of GERALD S. RoxBURGH, K. B. WAKEFIELD. 

